Fuel-control mechanism for internal-combustion engines



Patented Mar. 21, 1922.

3 SHEETS-SHEET l.

(i. M. HAMILTON. FUEL CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES.

- APPLICATION nusn JULY 13, 1920. 1,410,098.

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1720071 for G. M. HAWUQN.

FUEL CONTROL MECHAN !$M FOR FNTERFML COMBUSUUN ERGENES.

APPLICATION FILED EULY 13,1920. I v I 1 ,4:1,098. Pawni'e Em. 2&

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GIDBGE H. HAMILTON, OI OAKMONT, PENNSYLVANIA.

Specification of Letters Patent.

Patented Mar. 21, 1922.

Application filed July 13, 1920. Serial No. 896,028.

To all whom it may concern Be it known that I, GEORGE M. HAMILTON, acitizen of the United States, residing State of Pennsylvania, haveinvented certain new and useful Improvements in Fuel-Con trol Mechanismfor Internal-Combustion Engines, of which the following is aspecification.

My invention is an improvement in internal combustion engines, andparticularly in the motors of this type as used on automobiles orsimilar self-propelled vehicles.

It has in view to provide means for cutting off the fuel supply to theexplosion chamber or chambers of the engine at times when the car isrunning upon its own momentum, as in coasting, and for simultaneouslyreducing the vacuum of the cylinders, and increasing the compression.

Primarily, it has in view to effect a corresponding economy in the useof the explosive fuel at such times as the en ine is operating by motiontransmitted to it rom the traction wheels and connected gearing.

Ordinarily, in such cases, the conduit between the fuel supply, asa'carburetomand the explosion chambers of the cylinder; 01' c linders isnormally more or less-open, so t at when the engine is itself beingoperated by the turning over ofthe crank shaft and correspondingactuation of the plungers, there is an undesired suction of the fuel anda wastingthereof through the ordinary exhaust passages, whether theexplosive mixture be ignited or not.

My invention has in view not only to provide. means for cutting off thecommunication between the fuel supply and the explosive chamber orchambers at such times as propelling power is not needed and at the sametime opening communication from the cylinder or cylinders to theatmosphere so as to ensure an ample supply of air with resulting highercompression and a lower vacuum in the cylinders, but to effect suchoperation automatically through mechanism controlled by the conditionsof the engine itself and its manifold.

The invention not only contemplates the simultaneous closing of the fuelsupply and opening of the circulation to the atmosphere, and vice versa,by regulating valve mechanism, but also the control of the regulatingvalve mechanism itself, by means directly at Oakmont, in the county ofAllegheny and affected by the conditions inthe manifold as to the amountof vacuum therein.

The present invention is similar in purpose and operation to thatdisclosed in a prior patent issued to me and Harry L. Tygard, on July20, 1920, No. 1,347,192. It has for its object to provide a constructionin which a common chamber open to the manifold is placed incommunication with the carburetor or with the atmosphere alternately, bythe placing of one or the other in communication by means of a doubleregulatin valve and stem and actuating mechanism t%erefor, controlled bya separate controlling valve, such controlling valve being itselfsubject to means directly communicating with the manifold or otherconduit leading to the explosion chamber or chambers, and subject to theconditions therein at all times.

In the drawings, which illustrate one preferred embodiment of theinvention.

Fig. 1 is a vertical sectional view through a valve mechanism interposedbetween the fuel supply and the manifold leading to the engine, andadapted to establish fuel circulation or air circulation therewith, in amanner generally similar to that disclosed in the prior applicationabove referred to, and showing the fuel supply valve open;

Fig. 2 is a similar view, showing the mechanism in normal or relaxedposition; and

Fig. 3 is a similar view, showing the controlling valve reversed withthe carburetor valve closed and communication open to the atmosphere.

In the drawings, C represents the upper portion of a carburetor or otherfuel sup ly device of any well known construction. he manifold M, alsoof ordinary type, leads to the explosion chamber or chambers of one ormore cylinders communicating therewith by the usual lateral ports.Between the carburetor and the manifold is inserted my improvedregulating device which consists of a suitable casing 2 of anyconvenient form having direct communication with the carburetor C by anintervening conduit 3, having a valve seated opening 4 leading into theinterior chamber 6 of easing 2.

At its opposite sideis a valve seated opening 5 communicating with theatmosphere by ports 7 of an air inlet valve V, the construction of whichwill be described later.

Opening and closing valve and 8*, provided with suitable seating faceson their contacting sides, are adapted to seat upon and j close eitheropening 4 or 5, inwhich case, the other ning provides for free-inwardpassage 0 either fuel mixture or air,

Valves 8 and 8 are mounted on the lower end of a. valve stem 9 whichextends upwardly through a suitable bearing 10 in the 4 middle upperportion of casing 2, and also 1 0 through t e central bottom rtion of adiaphragm chamber 11. Sai chamber is 9 by a terminal nut 16, whereby toclamp the diaphra fixedly between them. A light spring 1 is provided toelevatethe valve 8 and hold it normally raised to maintain thecirculation from the carburetor.

In operating valve 8 or 8- it Is desirable to utilize the suction of theengine through the manifold by exerting a partial vacuum at one side orthe other of dia hragm 14, and to also control the efiect an suction ofthe same automaticallyby means also subject to the suction of themanifold; I accomplish this object by a valve mechanism for changing themanifold suction to one side or the other of the diaphragm 14, whichmechanism itself is actuated by a secondary diaphragm, subject to themanifold suction,

in connectionwith a counteracting spring.

The object in view is to open the air inlet valve 8. and close the fuelmixture valve .8 at all times when the mixture coming throu h valve 8would be wasted, and to close t e air valve 8? and open valve 8 at suchtimes as the gas mixture is required to operate the engine to propel thecar.

Experimentshave shown that, while the car is being propelled-by theexplosion of the mixture, the vacuum in the manifold varies from zen/(0)to approximately 19 inches of mercury on the vacuum gauge,'and that whenthe engine isturned over b the momentum of the car, ,and with the trottle closed, rather than by the explosions 'of the gas, the vacuumgauge varies from 19 inches to 22 inches and over. Also, that when thevacuum in the manifold is over 19 inches any gas be Such gas is entirelysay in my invention by the closing of the valve 8' and opening valve 8'as soonas the vacuum gauge exceeds 19 inches, and so maintaining themcoextensive with a vacuum of 19 inches or more. Therefore, the device isso arranged rting framework for the.

used is wasted.-

1,41o,oes

that when the engine is not operating, and there being consequently nosuction or vacuum, tl'e airvalve 8 will be normally closed and gas valve8 will be open as in Fig. 1, with the carburetor C in open communicationwith the intake of the 'manifold. Also, that when the engine isoperating-by its own power, the sup 1y of the mixturewill be controlledaccor ing to the running conditions inthe usual way, for-the mosteconomical operation.

The interior of chamber 11, at one side or the other of the diaphragm,is placed in communication with manifold M by a pipe 18 connected withvalve casing 19 having-a ported valve 20 with circulating ports a and brespectively at opposite sides. The valve casing 19 has an air inletport 21 and a suction pipe 22' leads from one side of the casing to theupper side of diaphragm 14 and a pipe 23 from the other side of thecasing to-the other side of the diaphragm, as shown.

Assuming the engine is to be started, the valve 20 is in the normalposition of Fig. 1 with the suction p'pe 18 communicating through port aand pipe 22 with the upper side of diaphragm 14, spring 17 closing valve8 and opening valve 8, to supply explosive mixture .in starting theengine, and for subuent running. But, when the engine is being turnedover by the momentum of the car it is desi ed that valve 20' shall beautomatically shifted through the operation of a lever arm 24 having aterminal 25 engaged by the slotted terminal 26 of an arm 27 con-v nectedat 28 to lever arm 29. Said arm is pivoted at 30 to a bracket 31 of amain supporting frame 32 and its upper end'is connected by spring 33 toany sultable point, as c, on thediaphragm casing 11, and by an ad'ustingnut d to end of lever29.

The tendency of spring 33 under low or no vacuum conditions is to throwlever 29 over to theleft or towards the pullof spring 33 and open theunder side of diaphragm 14 to the atmosphere and its upper side tosuetion, as in Fig. 1.

To throw lever 29 in the opposite direction under varying increasedvacuum conditions, I provide a diaphragm chamberB, which is connected tomanifold M by. pipe 35 and is closed by a diaphragm 36 connected to arm-37 which is connected with lever 29 at 38,.

Bythis means, vacuum in the manifold will permit atmospheric pressure onthe outer side of diaphragm 36 to withdraw lever 29 and linked terminal26 against the resistance of spring 33 for a certain lost motiondistance, as m, Fig. 1, depending on the length of the link, andcorresponding to a vacuum of say zero to 19 inches. Under increasedvacuum conditions, diaphragm 36 will then further withdraw lever arm 24,under a vacuum of say 19 to. 21 inches, throwing valve 20 to theposition of Fig. 3 with suction through pipe 18, port a, and ipe 23,under diaphragm 14, to lower va ve 8 to shut off the as supply.

The air ifiet valve V is so designed that it will always tend tomaintain a vacuum of approximately 2% inches or slightly more in themanifold as long as the engine is being turned over by the momentum ofthe car at any speed greater than that at which the engine would idlewith the clutch disengaged and the gas supply retarded. In other words,air inlet valve 8 will open whenever the vacuum in the manifold exceeds19 inches,-and will remain open as long as the air coming in throughvalve V is insufficient to reduce the vacuum below 2. inches, which isthe equivalent of 19 inches or over of vacuum were the valve 8" closed,i. e., with gas retarded, an engine speed whlch will maintain a vacuumof over 19 inches, with valve 8 closed will maintain a vacuum of 21;inches, or over with valve 8 open and the air coming in through therestricted openings of valve V. Valve V is constructed to admit air inan amount varying with the suction and vacuum of the manifold. To thisend it is provided with a tapered variable controlling gate or valve 39within the tapered casing 40 leading to the manifold through valve seat5. Gate 39 has a stem 41 extending through the end of casing 40 and alight spring 42'is inserted between the end of the casing and a terminalnut 43 which normally tends to close the valve to cut off the airsupply, but not entirely. A variable leakage space is provided betweenthe valve 39 and casing 40 by means of a series of temper screws 44which may be adjusted as desired to admit a minimum sup. ly of air whenthe valve is retracted. .lever 45 pivoted at 46 and provided with anysuitable connection 47, leading to the usualgas control, bears againstthe end of stem 41, so that it may be thrust inwardly to further opengate 39 for increase of the air supply, to the manifold. The immediateeffect of such air supply, in connection with the opening of thethrottle, is to reduce the vacuum condition in the manifold below 2%inches, whereupon, valve 8 will close and valve 8 will open to supplyfuel, simultaneously with the actuation of the accelerator mechanism,for generation of driving power in the engine.

The lost motionslot of link 26 is sufficiently long to allow diaphragm36 to move back or forth, subject to tension of spring 33, as effectedby the fluctuating vacuum conditions in casing 34 between say zero and19 inches of vacuum with the corresponding non-imparting movement 'oflever 29 as to lever 24 arm 27 without shifting valve 20, as indicatedby m, Fig. 1 When the vacuum in the manifold exceeds say 19 inches. link26 will then move lever 24 and valve 20 to the position of Fig. 3, sothat suction through pipe 18, port a, and pipe 23 is exerted on lowerside of diaphragm 14,-opening air valve 8 and closing gas valve 8.

Also, when valve S is open and vacuum in the manifold fluctuates betweenover 19 inches and 2% inches spring 33 will be strong enough tooverbalance the tendency of diaphragm 36 to shift lever 29 and link 26against the spring tension, and they will therefore be shifted by thespring inoperatively as to valve 20, to the extent indicated at w, as inFig. 3. A further drop in the vacuum to below 2% inches will allowspring 33 to move lever 29 further toward lever 24 when slotted link 26will then turn valve 20, putting suction on the upper side of diaphragm14, as in Fig. 1, closing the air valve 8, and opening gas valve 8. Thepurpose of this is that while the vacuum in the manifold is still abovezero, the engine will not stop running even if the clutch is disengagedwhile valve, 8 is open. That is, assuming valve 8 is open and theclutchis disengaged, the engine would slow down.

until valve V could not maintain 2% inches of vacuum in the manifold,and valve 20 would shift, closing valve 8 while the engine is stillrevolving fast enough to suck gas from the supply through open valve 8to, start up explosions for operation of the engine in the normal way.

The construction and operation of the invention will be readilyunderstood and appreciated from the foregoing description.

It effects a very material economy in fuel, and at the same timeeffectually prevents the formation of carbon in the cylinders. Variouschanges or modifications .may' be made by the skilled mechanic indesign,

proportions, or other details, or application to any particular type orform of carburetor, manifold, or other conditions ofinstallation, and Itherefore do not desire to be limited to the exact construction shown;

What I claim is:

1. In an internal combustion engine, the combination with the intakeconduit, of a valve-controlled communication therewith leading to thefuel supply and to the atmosphere respectively, alternately actingvalves therefor, means subject to the suction of the engine foractuating said valves, and means also subject to the suction of theengine for controlling said means.

2. In an internal combustion engine, the combination with the intakeconduit, of a valve-controlled communication therewith leading to thefuel supply and to the atmosphere respectively, alternately actingvalves therefor,=means subject to the vacuum conditions of the intakeconduit for actuating said valves, and means also sub- 4. In an internalcombustion engine, the

'15 combination with the intake conduit, of a valve-controlledcommunication therewith leading to the fuel supply and to'the atmosphererespectively, alternately acting valves therefor, means subject to e 'nefor actuating said valves, means also su jfict to the suction of theengine for cont l said means, and means independent of said conditionsfor opening communication to the atmosphere.

combination with the intake conduit, of a valve controlled communicationtherewith leading to the fuel supply and to the atmosphere respectively,alternately acting valves therefor,means subject to the suction of theengine for actuating said valves, means also su ject to the suction ofthe engine for controlling said means, and means controlling theatmosphere sup ly.

6. In an internai combustion engine, the

, combination with the intake conduit, of a valve -controlledcommunication therewith leading to the fuel supply and to the atmoshererespectively 40 therefor, means subject to the suction of the e e foractuating said valves, means also an ject to the suction of the enginefor controll' said means, and means independent of sai valves forregulating the atmosphere P a a In-aninternal combustionen 'ne,means forcutting off the fuel supply an d for opening the combustion chamber tothe atmosphere consisting of asupply. conduit pro- 5 vided with a fuelopenin and an air opening, alternatel acting va actuating mechanismsubject to suction of the e ne, a vacuum utilizing valve oontro ing toeffect operation of the fuel and air valves, and means subject tosuction of the en e for controlling the vacuum utilizing va ve. 8. a Inan internal combustion engine, means for cutting off the fuel supply andfor opening the com ustion chamber to the atmosphere consisting of a,supply conduit provided with a fuel operin and an air opening,alternatelyl acting va ves therefor, valve 3 actuating mec anism subjectto suctionof II the engine, a vacuum utilizing valve for conthe suctionof the 5. In an internal combustion engine,the

alternately acting valves 'of the movable head with diaphragm and withthe controlling valve. ves therefor, valve.

for. the suction on said mechanism.

trolling the suction on said mechanism to effect operation of the fueland air valves; and means subject to suction of the engine forcontrolling the vacuum utilizing valve provided with a retractingspring.

' 9. In an internal combustion engine,means for cutting off the fuelsupply and for opening the combustion chamber to the atmosphereconsisting of a supply conduit provided with a fuel opening and an airopening, means controlling the inflow of air through the air opening,alternately acting valves for the fuel opening and air openingrespectively, valve actuating mechanism subject to suction of theengine, a vacuum utilizing valve for controlling the suction on saidmechanism to efi'ect operation of the fuel and air valves, and meanssubject to suction of the engine for controlling the vacuum utilizingvalve. 7

10. In an internal combustion engine, means for cutting ofi the fuelsupply and for opening the combustion chamber to the atmosphereconsisting of a" supply conduit provided with a fuel opening and an airopening, alternatelly; acting valves therefor, valve actuating mec anismprovided with a movable head subject to suction, an enclosing casingtherefor, a controlling valve adapted to connect the casin at eitherside of the movable head with t e supply' conduit and withthe atmosphererespectively, and means subject to suction of the engine for controllingthe operation of said valve.

11. In an internal combustion engine, 1 means for cutting-01f the fuelsupply and for opening the co}n bustion chamber to the atmosphereconsisting of a supply conduit provided with a fuel opening and an airopening, alternately acting valves therefor, valv actuating mechanismprovided with a .movable head subject to suction, an enclosing casingtherefor, a controlling valve adapted to connect the casing at eitherside 7 t e supply 'con- 1 duit and with the atmosphere respectively, adiaphragm and-chamber having a suction conduit connected with the engineintake passage, and means connected with the 5 12. In an internalcombustion engine, means for cutting 011' the fuel supply and foropening the combustion chamber to the atmos' here consisting of a supplyconduit provided with. a fuel opening and an air opening, alternatelyacting valves therefor, valve actuating mechanism provided'with amovable head subject to suction, an enclosing casing therefor,- acontrolling valve adapted to connect the casing at either side of themovable head withthe supply conduit and with the atmosphererespectively, a

. communicating valve seated conduit leading to the air supply andprovided with an independent air controlling device, alternately actingvalves for said valve seated conduits,

and means subject to the suction of the engine for actuatmg said valves.

14. In an internal combustion engine, the combination with the intakeconduit, of a communicating valve seated conduit leading to the fuel.supply, an op ositely disposed communicating valve seated conduitleading to the air supply and provided with an independent aircontrolling device, alternately acting valves-for said valve seatedconduits having a common stem, and a movable head for said stem subjectto the suction of the engine.

15. In an internal combustion engine, the combination with the intakeconduit, of a communicating valve seated conduit leading to the fuelsupply, an op ositely disposed communicating valve seated conduitleading to the air supply and provided with an independent air inletvalve casing and a separately actuated valve therefor, alternatelyacting valves for said valve seated fuel supply and air supply conduitsrespectively,

and means subject to the suction of the engine for actuatlng saidvalves.

'16. In an internal combustion engme, the

combination with the intake conduit, of a I valve controlled casingcommunicating therewith having a conduit leading to the fuel supply andto the atmosphere respectively, alternately acting valves therefor,means subject to the suction of the en ine for actuating said valves,and means in ependent of engine suction for opening communication fromthe atmosphere to the interior of the atmosphere conduit.

' In testimony whereof I hereunto afiix my signature. i I I GEORGE M.HAMILTON.

